The variable valve timing mechanism f ~ r the Rover K 16 engine ...
The variable valve timing mechanism f ~ r the Rover K 16 engine ...
The variable valve timing mechanism f ~ r the Rover K 16 engine ...
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<strong>The</strong> <strong>variable</strong> <strong>valve</strong> <strong>timing</strong> <strong>mechanism</strong> f ~r <strong>the</strong><br />
<strong>Rover</strong> K <strong>16</strong> <strong>engine</strong><br />
Part 2: application to <strong>the</strong> <strong>engine</strong> and tlre<br />
performance obtained<br />
P H Parker*<br />
<strong>Rover</strong> Group Limited. Warwick. UK<br />
Abstract: Pnrt I of this paper desi:ri!)ed <strong>the</strong> principles and basic design (,I' (he <strong>Rover</strong> <strong>variable</strong> <strong>valve</strong><br />
<strong>timing</strong> system (VVC). This second p:.:~.: describes in detail <strong>the</strong> mechanical Jc!: gn which was developed<br />
to suit <strong>the</strong> particular requiren1enl.i ..I' <strong>the</strong> planned 1.8 litre version of iil~: <strong>Rover</strong> K <strong>16</strong> <strong>engine</strong>. <strong>The</strong><br />
testlng programme undertaken tc: .::,~.~blish durability and prove <strong>the</strong> 1:; o.iuct is covered and <strong>the</strong><br />
performance obtained from <strong>the</strong> VVL.' 1:ngine is compared with <strong>the</strong> corre.~~.;:~~ding base <strong>engine</strong> uhich<br />
uses standard <strong>valve</strong> gear.<br />
: .<br />
Keywords: <strong>variable</strong> <strong>valve</strong> tirninp. \:ifC<br />
NOTATION<br />
AFR<br />
ATDC<br />
BDC<br />
b.nl.e.p.<br />
EC I,:<br />
I C'C<br />
I L'O<br />
M'OT<br />
air-fuel ratio<br />
after top dead centre (deg)<br />
bottom dead centre<br />
brake mean efkctive pressure (bail<br />
electronic control unit<br />
inlet vaLve closing<br />
inlet <strong>valve</strong> opening<br />
wide open throttle<br />
Part I of this paper [I] described <strong>the</strong> prie~cii,.les of <strong>the</strong><br />
operation and introduced <strong>the</strong> chosen arral,;r!.~i:ent of <strong>the</strong><br />
<strong>mechanism</strong>s for <strong>the</strong> <strong>variable</strong> vi~lve <strong>timing</strong> s>\:.:in used on<br />
<strong>the</strong> VVC version of <strong>the</strong> <strong>Rover</strong> 1.8 litre K 1:) ~.igi~ie.<br />
<strong>The</strong> particular inlet <strong>valve</strong> timine requiicl .it a given<br />
enpne condition is obtained b? v~rrying il!~ angular<br />
velocity ratio of <strong>the</strong> cams relative to <strong>the</strong> tniine crankshaft<br />
as <strong>the</strong>y rotate. <strong>The</strong> amplitude and pl1;ise of this<br />
cyclic variation is adjusted to change <strong>the</strong> , r: ing. Each<br />
cylinder requires an individual mechanisnl 1:) synchronize<br />
with <strong>the</strong> <strong>engine</strong> firing order and a:; c.t,llained in<br />
rekrence [I] <strong>the</strong> compact desien of <strong>the</strong> V. ,:;..lies <strong>engine</strong><br />
led to a decision to 'iltuate one double <strong>variable</strong> mcchanism<br />
on each cr:d a!id use <strong>the</strong> exhaust canishaft as .1<br />
layshaft to take thc tl~ive to <strong>the</strong> rear <strong>mechanism</strong>. Evcn<br />
<strong>the</strong>n <strong>the</strong> space avall,.lile is restricted both radially and<br />
axially. which mad..: ~I-it: design and de~elopment of ttic<br />
system wry challer:gii~g.<br />
Figure I is a plan ilciv ol' <strong>the</strong> camshaft drive and tlit:<br />
VVC arrangement 1 1 <strong>the</strong> <strong>engine</strong>. which shows how tl?c<br />
<strong>mechanism</strong>s have 1:;.11 fitted into <strong>the</strong> space. Figure 7 11;<br />
an exploded ison1c.r; ;L view of <strong>the</strong> rear double ect-entrlc<br />
unit and Fig. ? is 'I jll~otograph of <strong>the</strong> <strong>engine</strong> cylind,.:~.<br />
head sectioned I'or i: . ... bition. <strong>The</strong>se three lig~~res c:ln I>c<br />
studied in conjunc~l .I;: \r it11 <strong>the</strong> following notes. xvhic:l~<br />
list <strong>the</strong> main mecl..!.t:i..~l design featul-es:<br />
I. <strong>The</strong> double c.L,c.:t:3~tric units have been made ;IS<br />
compact as i:,.- lble in <strong>the</strong> axial direction hy<br />
arranging for +:ci:iiponents to overlap each othc:r<br />
where possibl'. I'his can be seen in Fig. 2. TI!:.<br />
various cut-ou:?; III <strong>the</strong> components. which allow lor<br />
<strong>the</strong> relative PII>I;..~II. have been desiened to clc;~r<br />
within <strong>the</strong> clic,j::!~ range of <strong>valve</strong> per~od atljustme:)t.<br />
7. <strong>The</strong> front and [c::r ;~ssemblies are similar but n;lt<br />
identical. <strong>The</strong> I :!(:t that <strong>the</strong> two ussemhlles ;irt.<br />
opposite-hand
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I I I I i'\RI \131.F \. \LL't- rlhllh(, \I1 ('II..\hISXI FOR Tt(E ROVER Klh EN(;I%E. P\RT 1<br />
12.5 1<br />
--- K 1880 BASE<br />
7-!<br />
0 2000 4000 6000 8000<br />
Engine Speed (rpm)<br />
Fig. 7 Volurncl~~~ cfliciency 2nd air consunlptian an~ilysis<br />
inlet cupeciitcs cylinder sc:ttenging and. on tlic oll~cr, <strong>the</strong><br />
J,ite closing 01' <strong>the</strong> inlet talve makes 1'1111 u\c t,f <strong>the</strong><br />
nlan~fold rat~iniinp capability. Ho\vetter. lowcl. 5pccds.<br />
e.?. 25110 r win. <strong>the</strong> volii~iietric of <strong>the</strong> VVC CI~~IIIC is 1<br />
per ccnt Ic>\ thiin th:~t of rhc base <strong>engine</strong>. tierc bllort<br />
pcriod .;ctting ol' <strong>the</strong> VVC 1s 11sed to reciiicc I>;ICL(~~W<br />
from 111~. c.>lindcr after RCIC'. but this does 1101 fully<br />
compens;~te I'or <strong>the</strong> reduced ramming velocily 111 <strong>the</strong><br />
incre:isc.d area inlet tracts.<br />
<strong>The</strong> i.5.a.c. curves In Fig. 7 show that <strong>the</strong> VVC' c~lgine<br />
makes better use 01'<strong>the</strong> air induced :tt both high a~~(l low<br />
,peed.;. At high bpceds this supplements <strong>the</strong> I I I~c;l.;t.d<br />
~~ulumrtric crtticicncy which increases b.111.e.p. Ii~r<strong>the</strong>r<br />
and at ION spec~ls compensates For <strong>the</strong> reducctl bolumetric<br />
etliciency so that <strong>the</strong> b.m.e.p. of both ~ I I ~ I Iis<br />
I C ~<br />
~tl~iiost idcntic;~l. <strong>The</strong> reduced i.s.;t.c. ot <strong>the</strong> VVC' <strong>engine</strong><br />
is <strong>the</strong> result of better combustion. This in turn allows <strong>the</strong><br />
VVC <strong>engine</strong> to run at an AFR between 0.5 and 1.0<br />
leaner at WOT than <strong>the</strong> base <strong>engine</strong> without exceeding<br />
<strong>the</strong> exhaust temperature limit for <strong>the</strong> catalyst at high<br />
speed or premature knock at low speed. Figure 8 shows<br />
that <strong>the</strong> WOT fuel consumption of <strong>the</strong> VVC <strong>engine</strong><br />
benefits from both <strong>the</strong> improved i.s.:~.c. and <strong>the</strong> leaner<br />
AFK and is lower at all speeds compared with <strong>the</strong> base<br />
<strong>engine</strong>.<br />
CONCLUSlONS<br />
-This paper has tirstly presented <strong>the</strong> practical mechanical<br />
design that was evolved to adapt <strong>the</strong> chosen system to
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